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Purpose The maritime industry is increasingly impacted by the Internet of things (IoT) through the automation of ships and port activities. This increased automation creates new security vulnerabilities for the maritime industry in cyberspace. Any obstruction in the global supply chain due to a cyberattack can cause catastrophic problems in the global economy. This paper aims to review automatic identification systems (AISs) aboard ships for cyber issues and weaknesses. Design/methodology/approach The authors do so by comparing the results of two receiver systems of the AIS in the Port of Houston; the JAMSS system aboard the Space Station and the “Harborlights” system for traffic control in the Port. Findings The authors find that inconsistent information is presented on the location of same ships at the same time in the Port. Upon further investigation with pilots, the authors find that these inconsistencies may be the result of the strength of power with which an AIS is transmitted. It appears the power may be reduced to the AIS in port but that it varies within port and varies by pilot operators. This practice may open the AIS system for tampering. Originality/value Further, this inconsistency may require further policy regulation to properly address cyber information in a port.

The deployment of mega container ships with a capacity for 18,000 + TEU on major trade lanes is a recent trend within the ocean shipping industry. Larger ships pose multiple challenges to ports and hinterland connections as well as to the beneficial cargo owners. To achieve maximum utilization of their larger vessels, carriers have entered cooperative global alliances on predetermined routes, resulting in new discharge patterns at U.S. ports. These multi-partner networks involve several competing firms which voluntarily and interactively engage in service delivery. Container carriage is increasingly competitive, and requires continuing cost reductions. There is increasing evidence, however, that cargo shippers are less satisfied with the service their supply chains are receiving. Standardizing process performance through supply chain integration and removing inefficiency will be needed to stabilize the international shipping market, but the question remains how ocean carriers will be able differentiate themselves and create improved supply chain performance. This paper suggests an answer through a simple standard performance measurement model. We will suggest that old systems of carrier competition could evolve to greater cooperation and coordination between business competitors, a state sometimes called "coopetition", by development of standard setting processes for sharing information while retaining specific service delivery structures to provide differentiated value to customers.

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The Port of Los Angeles (POLA) Clean Trucks Programme is a controversial environmental sustainability initiative adopted to restrict the use of drayage trucks hauling goods to and from port terminal operations. Pending litigation on the constitutionality of the programme, and proposed new legislation that would give the federal government and local authorities a greater role in curbing emissions from harbour trucking, it has important ramifications for the port and shipping sector. We review interactions between maritime ports and the enterprise and institutional interests connected with the current status of the initiative. We use a game theoretical model to anticipate the effects of potential truck conversion policies. Courts, legislators, and interest group advocates can use this knowledge to support proactive policies and create incentives for additional Clean Trucks Programmes.